Lubricating system for high-speed engines



Lssgsio.

Illa,...

* c. L. LAWRANGE. LUBRICA'TING SYSTEM FOB HIGH SPEED ENGINES.

AFPucATloNFILE-n sEPT.6,191a. f i v v vlailxlrted Apr. 27,1920.

3 SHEElS- SHEEI l.

y /Mw sie c. L. LAWIIANCE,

LUBRICATING SYSTEM FOR HIGH SPEED ENGINE-S.

' APPLICATION FILED SEPT. 6-, 1918.

mme@ Apr. 27,1920. L

3 SHEETS-#SHEE 2.

c. L. LAWRANCE. LUBRICTING SYSTEM FOFI HIGH SPEED ENGINES.

APPLICATION FILED SEPT. 6. I9I8.

Panted Apr. 27, 1920.

3 SHEElS--SHEEI 3.

cHAnLEs'L. LAWRANCEQOE BAY sHoRE, NEwYonx.'

IQUBEI'GATINesYsTEM E9n nien-SPEED ENGI'nEs.

To a'ZZ- whom t may concern Be it known that I,l CHARLES L.' LAW- nANCE, a citizen-of the United States, residing in Bay Shore, Long Island, New York, have invented certain new and `useful Improvementsin Lubricating Systems for High-Speed'Engines, of which the followinv is a complete specification. dy invention-.relates to the art ofhigh. speed engines for aircraft and like uses.

High speed machines of the crank type.v

havegiven trouble, prior to my invention,

.i owing .to the heating of the crank pin. This I 'lvhas been specially the: case vwhere space has connecting rods in the same p lane transverse Atothe shaft. 'l

g 'The principal '.object of my invention is to provide n'ovel and eili'ci'entmeans of cooling-the bearings of a high speed engine.

` Other yobjects of-myinvention will appear *from` the' following description and claims. According to my invention, I avoid dan- A sulliclent .o

' rods, suchv as 3, beingconnected to a crank r gear 1n the 'direction to permit the corre- Y Intake-pipes L VHa "ngthef regoing .objects inl view, I

have described hereinbelow the embodiment of 'myinvention f. "InV thefaccompanying. drawingwhich formsa part foflthisA specification,

Fi'gr 1 is a plan ."view, partlycink section, of anI int" 'rna lfcombu stion engine embodying myinvenltionu:

Fig. 2 isaf vertical sectional view .through the-shaft off the'engine shown in Fig. 1. Fig.- 3 is adiagrammaticview showing the course lof-'the culation of the cooling oil. In separate views'the samepa'rt is desigf nated by the-same reference'cliarater.

Referring more "particularly to the drawing, 1 is the shaft ofjan engine having two opposedcylinders, such as 2, which are ar- -rangedin axial alinement, the connecting preferred for the cylinders are shown at 5, each intake leading to an inlet valve, such as 6, which has a lstem 7, mounted to reciprocate in the head of the cylinder, the stem 7 carries a di`sk`8, and a closing spring 9 is provided which acts 'in compression between the cylinder head andthe disk 8 to hold the `valve 6 normally closed. On'

Specification e'fLetters Patent.

been eoonomized "by placingA two or more 1. end of the 'stemn 11. levers or arms 36 and 39 extend in the same 'direction from their shaft, whereas the ratentedap. 27, i920.

Application mea september e, 1918-.- serial iva-252,845.

thef'opposite sides' of the cylinders from the intake valves, aretwo exhaust valves, such as 10, having stems 1.1 mounted similarlyl -to the stem 7 of 'the inlet valves, and hav ing similar closing springs. rlhe rear end of the shaft extends into a cam box 12 and carrieswithin said box, a gear 13, which meshes with the gear 14 to drive the cam shaft 15 at half the engine speed. Mounted on the shaft 15 are twoj'sets'of cams, one

for the inlet valves and one for lthe exhaust -valves.v Connecting Y the proper cam and each of the inlet valves, such as' 6, is a sys- 'tem of gearing vcomprising rock arms, such as 19, mounted on pivots, such as 20, within the ca m box 12. The arms 19 are provided with contact toes* for coperating'with the cams. v

The opening gear for the inlet valves also comprises a rod, such as 23, which extends through the wall ofthe cam box and is pivoted `to the 'rock arm 19 at 24, the other end of the rod 23 being pivoted to one end of an arm 25 carried atone end of a short shaft 2G. At'the' other end of shaft 26 is an arm.f27, extending in the opposite direction from the arm 25 and carrying in its outer end a roller 28 for pressing on the head of the valve stem 7 to open lthe valve.

In the gear for the exhaust valves, I provide a rock shaft, such as 33, for operating the gear'of the Irighthand exhaust valve rockarm 33 with a lever 36 on a shaft 38,y

the-other end. of the shaft carrying a vlever 39, h aving a contact rollery thereon for forc- V ing open the valve 10 by pressure against the It will be seen that leversor arms 25 and 27 of the inlet valve gear extend in 'opposite dlrections from 'their' shaft. The crankor arm 33 is prosponding spring 9 to close the valve 10. The left hand valve v10 is operated by a gearing similar `to the righthand valve, except that i the rock arm 42 is not identical with the arm or lever l33, member 42 having a toe 43 adapted to contact with the intermediate lio closing cam31, and a lower toe 4 4 arranged to contact with the 'lower opening cam 32,

y shaft.

ranged the cylinders in the saine plane transverse to the driving shaft l, thus giving a short crank pin. In order to prevent heating of the pin, I have arranged a coinbined lubricating and cooling system `comprising a -gear pump, such as 48, at the lower end of the shaft l5, which receives oil .from a suitable reservoir and forces the,

same through a bearing into one end of the hollow crank shaft as indicated 'by the arrows in Fig. :2. 'The oil passes. from the shaft through apertures such as 49, into a hollow crankpin 50, and thence through similar apertures at the other end of the pin into a second hollow portion 51 of the From the part 5l the oil passes out from bearing 52 into pipes such as 53, shown in Fig. 1, and thence to jackets such as 5l,

surrounding the intake pipesl for the cylinders. From the jackets 54 the oil passes back through pipes such as 55, to 'a sump 5G, from which it is returned to the reservoir.

By providing the jackets 5l'around the intake pipes 5, the heated oil vfrom the crank and bearings is cooled at the same time serving to warm the explosive mixture. In order to provide coolin g oil within the crank case I also arrange for a pipe 57 which connects with the lower portion of the'puinp 48, and with a bearing 5S, from which there is an opening 59, into the interior'of the crank case, the sump 56 receiving oil from the interior of the case from whence it is returned to the reservoir. It will be understood that the volume of oil forced through the bearing and crank is not only ,sufficient i" to provide lubrication, but also in 4great enough volume toaiford a material cooling of the crank pin, thus increasing the ca.'

pacity of the pin forhigh unit loads and high speeds.

Having thus described my invention, I claim:

l. The method of cooling a high speed hollow crank shaft having lnain and pin bearings, comprising forcing into said shaft v an excess of oil above that required for Y' .lubricating the bearings supplied through said shaft, and taking said excess oil direct v from said shaft and cooling said excess oil Acess oil to said cooler, connections between said cooler and said pump, and connections for returning oil used in lubricating to -said pump.

3. The combination in a high speed engine having a crank case, of a hollow crank, and l'iearings which receive oil throughthe interior of the crank and discharge lubricating oil into said case, a pump connected to deliver oil to the interior of said crank shaft and adjusted to deliver an excess o f cooling oil above that required for lubricatin the bearings supplied through said crank s aft, and a cooler connected to receive said excess oil from said crank shaft.

l. The combination in a high speed engine of a hollow crank shaft having main and pin bearings, of a pump for circulating oil through said shaft, two of said main bearings being so constructed-that oil may be forced into the hollow of the shaft through one and out through the other without passing along bearing surfaces. i I

5.',The combination in a high speed engine, of a .hollow crank shaft having main and pin bearings, of a pump for circulating oil through said shaft, two of said main bearings being so constructed that oil may be forced into thehollow of the shaft -through one. and out through the other with- 

